RU2723572C1 - Train speed automatic control method at obstacle approach area - Google Patents

Abstract

FIELD: facilities for automatic control of train movement.SUBSTANCE: in the method, taking into account the parameters of the track and the rolling stock with the participation of the locomotive computer, determining the optimum speed of the train for each point of the track and displaying on the screen of the locomotive navigator in the form of a speed curve with elevations of the vigilance monitoring points, preparing for braking and beginning of braking, determining stopping place of train head, before braking section checking presence of standard pressure in braking line, and braking section is taken into account due to increased planned length of braking path: inertia of pneumatic brakes, error of instruments, graduation of weight and speed of train, inertia of switching of mechanical devices, conditions of coupling wheel with rail. At that, the braking start point is transferred to the distance that the train passes during the implementation of the listed activities, and in case of detection of shortcomings in the process of braking preparation, the train is stopped automatically, control of train track clearing is carried out as per track circuits state and taking into account GLONASS channel signal, as well as taking into account the train length extension by 4 % due to the automatic coupling design peculiarities, the train section occupancy in front of the moving train head is monitored also by the track circuits state and taking into account the GLONASS channel signal about the locomotive position coordinate for 30 s, if signal via GLONASS channel does not arrive, all the same one performs fixation of occupancy of in-front section of track, which excludes untimely fixation of occupation of section and untimely stop of train.EFFECT: safer train movement.1 cl, 1 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of railway automation and can be used to regulate the movement of trains.

State of the art

A known method of controlling the speed of trains, which is embodied in the CLUB device. The device is designed to increase safety in train and shunting operations by receiving ALS signals, displaying them to the driver, measuring and displaying the speed of the train, eliminating unauthorized starting of the locomotive, controlling the speed of traffic, controlling braking in front of a traffic light with a prohibiting signal, monitoring the driver’s wakefulness and alertness, generating signals for the automatic braking control system (SAUT).

The locomotive display unit displays the following information to the locomotive driver:

- traffic signals (green, yellow, red-yellow, red, white and white flashing;

- the number of free block sites - 5;

- locomotive speed - three-digit decimal number of green color;

- the permissible speed for following the forward traffic light (controlled speed) is a three-digit decimal number in red;

- the permissible speed at a given point of the path is indicated instead of the permissible speed for following the forward traffic light (in the same familiarity) when moving towards a traffic light with red light - a three-digit decimal number of red color;

- the direction of movement on the turnout (directly or with a deviation) - point indicators, respectively, green and yellow;

- preliminary light signaling of wakefulness control or vigilance control of the driver - red indicator.

The disadvantages of the method are the use of floor and locomotive traffic lights, a large number of cable cores, low accuracy in determining the coordinates of the tail of the train ahead, as well as standard requirements for each of the block sections along their length in order to ensure a decrease in speed or a complete stop of the train. Also, the disadvantages are a large number of track devices, the assignment of the duty to the driver to determine the optimal and maximum permissible speed according to the experience of the train, taking into account the plan and profile of the track, the parameters of the train and the shortcomings of the pneumatic brake system.

A known method of regulating the movement of trains by an automatic locking system with a centralized placement of equipment, based on monitoring the status of rail lines, transmitting information to the rolling stock about the number of free forward-lying rail lines and the parameters of the reception route (pass). The received information about the condition of the rail lines is processed by the computer program and, together with the information about the number of the reception path of the through or non-stop pass, is transmitted over the air to the rolling stock located in the control zone of the computer of the EC posts. On rolling stock, taking into account information received from radio stations from EC posts, as well as information stored in the rolling stock memory about the parameters of the track, track development of stations and trains, using a computer, the permissible and optimal speed of rolling stock for each point of the track is determined and displayed on screen of the locomotive navigator in the form of speed curves with marks of places of vigilance control, preparation for braking, braking start and stopping place. The recommended positions of the controls are also displayed on the screen, which are set by means of mechanical devices for controlling the speed of the rolling stock. All information is recorded in a “black box” for subsequent analysis in the event of a failure in the regulation of the speed of the rolling stock, as well as for the implementation of the self-learning function. During the movement of the train, the driver controls the coincidence of the recommended and the actual speed [RF Patent 2662313 Method for regulating the movement of trains by the self-locking system with centralized placement of equipment. Field Yu.I., Gorelik A.V. Published: July 25, 2018. Bull. No. 21.].

The disadvantages of the method is that when determining the location of targeted braking, important factors such as the disadvantages of pneumatic brakes, instrument errors, the displacement of the train stop due to gradations in the weight and speed of the train, the inertia of switching mechanical devices, and the conditions of wheel-to-rail coupling are not taken into account.

This technical solution is selected as a prototype.

Disclosure of invention

The technical result, the achievement of which the technical solution is directed, is to increase the reliability of automatic braking at the train approaching section with an obstacle taking into account the influencing factors.

To achieve a technical result, a method for automatically controlling the speed of a train at an approaching area with an obstacle taking into account the parameters of the track and rolling stock with the participation of a locomotive computer, in which the optimal speed of the train for each point of the track is determined and displayed on the screen of the locomotive navigator in the form of a speed curve with marks of places of vigilance control, prepare for braking and start braking, determine the stopping place of the head of the train, and also display the recommended positions of the speed controls, which are installed by means of electromechanical devices for controlling the speed of the rolling stock. In the area in front of the braking section, the presence of the normative pressure in the brake line is checked, and in the braking section, they are taken into account by increasing the planned braking distance: inertia of pneumatic brakes, error of devices, gradation of weight and speed of the train, inertia of switching mechanical devices, conditions of wheel to rail engagement, at the same time, the starting point of braking is transferred to the distance that the train passes during the implementation of the above measures, and in case of deficiencies in preparation for braking, the train automatically stops, the release of the track section behind the tail of the train is controlled by the state of the rail chains and taking into account the signal received by GLONASS channel, and also taking into account the lengthening of the train length by 4% due to the design of the automatic coupler, control of the occupation of the track section in front of the head of the moving train is also carried out according to the state of the rail chains and taking into account the signal received through the GL channel ONASS about the coordinate of the locomotive’s location for 30 seconds: if there is no signal about the occupation of the track section via the GLONASS channel, then they still fix the occupation of the forward section of the track, which excludes untimely fixation of the section’s occupation, and, as a result, untimely stop of the train.

Brief Description of the Drawings

(координата головы поезда) представлены кривые торможения с учетом инерционности пневматических тормозов при скорости 100 км/ч - V100 и скорости 75 км/ч -V75, а также кривые с учетом инерционности пневматических тормозов и запасом времени на переключение локомотивных устройств, наихудших условий сцепления колеса с рельсом, градаций скорости движения и веса поезда, погрешностей измерительных приборов (скоростемер и др.), времени переключения позиций крана машиниста и тумблера переключения с автоматического режима ведения поезда на ручной режим при скорости 100 км/ч - VЗ100 и скорости 75 км/ч - VЗ75. Там же отмечены точки начала торможения НТ100, НТ75, НТЗ100, НТЗ75, точка КМКДТМ - координата места контроля давления в тормозной магистрали перед началом торможения, КБ1 и КБ2 - точки контроля бдительности машиниста, а также точки В, С, D, Е, F, М и ГБУ - граница блок-участка (пределы плавающей границы ГПБУ находятся между точками Т и F); отрезки ДУП (ST) - длина участка переноса координаты начала торможения поезда, ДУВ - длина участка восприятия поездной ситуации, ЗОГП - зона остановки головы поезда, ДЗ - дополнительный (гарантийный) запас тормозного пути.In the Figure, in the coordinate axes V (train speed) and

(coordinate of the head of the train) braking curves are presented taking into account the inertia of pneumatic brakes at a speed of 100 km / h - V100 and speeds of 75 km / h -V75, as well as curves taking into account the inertia of pneumatic brakes and the margin of time for switching locomotive devices, the worst wheel adhesion conditions with rail, gradations of speed and weight of the train, errors of measuring instruments (speed meter, etc.), time of switching the positions of the crane of the driver and the toggle switch from the automatic mode of the train to manual mode at a speed of 100 km / h - VЗ100 and speed of 75 km / h - VZ75. The braking start points NT100, NT75, NTZ100, NTZ75, KMKDTM point - the coordinate of the place for monitoring the pressure in the brake line before braking, KB1 and KB2 - points of monitoring the alertness of the driver, as well as points B, C, D, E, F, M and GBU - the boundary of the block section (the limits of the floating boundary of the GPU are between points T and F); DUP (ST) segments - the length of the transfer section of the coordinate of the beginning of the braking of the train, the OIL - the length of the section of perception of the train situation, ZOGP - the zone of stop of the head of the train, DZ - additional (guarantee) reserve of the braking distance.

DUP (ST) - the length of the transfer section of the coordinate of the start of the braking of the train is determined taking into account the speed of the train V, the worst conditions of wheel-rail grip (NLS), gradations of the speed of travel (GS) and weight of the train (GV), errors of measuring instruments (PP) ( speedometer, etc.), the time of switching the positions of the crane operator (MIC) and the toggle switch from automatic to manual mode (VPT).

The implementation of the invention

Regulation of the speed of trains in the area of approach with an obstacle depends on a number of factors. Obstacles are: the boundary of the block block section of the BU, the boundary of the GS station when receiving the train, the boundary of the PO pick-and-place path when the train departs.

The aim of the proposed method is the development of such a method of automatically controlling the speed of trains in the area of approach with an obstacle, which would ensure the safety of trains without human intervention, but under his control. In this case, it is necessary to take into account the shortcomings of the pneumatic brake (inertia and exhaustion), floating boundaries of rail chains without insulating joints (due to longitudinal asymmetry of insulation resistance, fluctuations in insulation resistance at different lengths of adjacent sections, etc.), delays in the implementation of the braking order ( due to changes in the coefficient of adhesion between the rails and wheels of the rolling stock), gradations of speed and weight of the train, errors of measuring instruments, the time it takes to switch the automatic mode of the train to manual, the cranes of the driver’s crane, an additional margin of the length of the braking section (for unaccounted parameters) . In addition, it is necessary to ensure the working pressure in the brake line by the time the braking starts (lack of exhaustible brakes) and take into account the inertia of the pneumatic brakes by means of the advance brake application. The entry of the locomotive into the forward-running rail chain is fixed with the participation of GLONASS, the tail of the train of the previous rail chain is also released with the participation of GLONASS, as well as the train can be stretched by 4% of its length due to the design of the automatic coupler.

The Figure shows the velocity curves at the initial speed of V100 km / h and V75 km / h taking into account the inertia of pneumatic brakes, as well as the curves VЗ100 km / h, VZ75 km / h at the same speeds taking into account the inertia of pneumatic brakes, increasing the braking time from -for poor adhesion conditions of the wheel with the rail; gradations of speed and weight of the train; errors of measuring devices (speed meter, etc.); the time of switching the positions of the crane operator and the toggle switch from automatic mode of train to manual mode The Figure also shows KMKDTM - the coordinate of the place of pressure control in the brake line. Taking these parameters into account when realizing automatic braking at a section approaching an obstacle significantly increases the safety of train traffic.

On the V100 curve, the points NT100 and NTZ100 indicate the places where the braking started, respectively, in the absence of a reserve of time during the preparation for braking and if there is such a reserve. On the U75 curve, the points NT75 and NTZ75 mark the places where braking started, respectively, in the absence of a reserve of time for the preparation for braking and if there is such a reserve. The segment on the speed curve between the points NT100 and NTZ100 is a section of length ST, the time of the train head following it is the total (total) time of preparation of the train for braking. If the preparations for braking are performed at the maximum time, then braking will be carried out according to the curve VЗ100, if at the minimum cost (the execution time is minimal, relatively close to zero), then according to the curve V100, in other cases the train will stop at the ZOGP section - in the area where the head of the train stops (between points B and D). If the train speed is less than, for example, 75 km / h, then the train stop will be located on the section between points C and D, and the OIL (the length of the section on which the train situation is perceived (instead of indicating the traffic signal)) will be between points M and NTZ75.

To compose the equation for determining ST (the section of track traveled by a train during preparation for braking), the following notation must be entered: train speed V; worst-case wheel-to-rail (NLS) conditions; gradations of the speed of movement (GS) and the weight of the train (HS); errors of measuring devices (PP) (speed meter, etc.); the time for switching the positions of the driver’s crane (VPK) and the toggle switch from automatic to manual mode (VPT).

Length ST = V⋅ (Tnus + Tgs + Tgv + Tpp + Tvpk + Tvpt), where Tnus is the time taking into account the increase in braking distance due to poor wheel adhesion to the rail, Tgs is the time of losses due to gradations of speed, Tgv is the time of losses from - due to gradations of the train weight, TPP - time of losses due to instrument errors, TVPK - time of losses due to switching the driver’s crane, TVPT - time of losses due to switching the toggle switch to switch from automatic to manual mode. The length of the train position perception section by the driver is determined by the distance traveled by the train in 30 seconds. By the time of braking, the brake line must have a standard pressure, i.e. from the point of KMKDTM to the point of start of braking there should be a distance that the train travels at speed V for a time sufficient to charge the brake line. At the beginning of the section of perception of the train situation (KB1) and before the start of braking (KB2), the vigilance of the driver should be monitored.

If the distance from the planned stop of the train to the border of the block section is selected under the worst combination of conditions (point E), then an additional reserve of the DZ braking path is established.

To track the coordinates of the tail of a train using GLONASS (determining the starting point for speed gain), it should be taken into account that the length of the train can vary by ± 4% due to the design of the automatic coupler.

A method for automatically controlling the speed of a train at a section of approach with an obstacle taking into account the parameters of the track and rolling stock with the participation of a locomotive computer is implemented as follows. Firstly, the optimal speed of the train for each point of the track is determined and displayed on the screen of the locomotive navigator in the form of a speed curve with marks of places of vigilance control. Secondly, preparation for braking and braking is carried out taking into account the planned location of the stop of the head of the train. The recommended positions of the controls are displayed and installed by means of electromechanical devices for controlling the speed of the rolling stock, the locomotive controller and the driver's crane. Thirdly, in the area in front of the braking section, the presence of standard pressure in the brake line is checked (the first drawback of the air brake). Fourthly, on the braking section, the following factors are taken into account (by increasing the planned braking distance): inertia of pneumatic brakes (the second drawback of a pneumatic brake), instrument error, gradation of weight and speed of a train, inertia of switching mechanical devices, wheel and rail grip conditions, and the point the start of braking is transferred to the distance that the train travels during the implementation of the above measures. In the event of deficiencies in preparation for braking, the train automatically stops. The release of the track section behind the tail of the train is controlled by the state of the rail chains and taking into account the signal coming through the GLONASS channel, as well as taking into account the train elongation (extension) by 4% due to the design of the automatic coupler. The occupation of the track section in front of the head of the moving train is also controlled by the state of the rail chains and taking into account the signals arriving via the GLONASS channel about the location coordinate of the locomotive for 30 s. If a signal about occupation of a section of the track along the GLONASS channel within 30 s. If it doesn’t arrive, then the occupation of the forward-lying section of the path is still fixed. Such an algorithm for controlling occupation of an upstream section excludes untimely fixation of occupation of a site, and, as a result, untimely stopping of a train.

When fulfilling the presented rules for running a train, the necessary safety of train movement can be ensured.

Claims (1)

A method for automatically controlling the speed of a train at an approaching area with an obstacle taking into account the parameters of the track and rolling stock with the participation of a locomotive computer, in which the optimal speed of the train for each point of the track is determined and displayed on the screen of the locomotive navigator in the form of a speed curve with marks of places for monitoring vigilance, they prepare for braking and start braking, determine the stopping place for the head of the train, and also display the recommended positions of the speed controls, which are installed by means of electromechanical devices to control the speed of the rolling stock, characterized in that in the area in front of the braking section, the presence of standard pressure is checked in the brake line, and in the area of braking take into account by increasing the planned length of the braking distance: inertia of pneumatic brakes, error of devices, gradations of weight and speed of the train, inertia of switching mechanical devices the conditions of the wheel-rail grip, while the starting point of braking is transferred to the distance that the train passes during the implementation of the above measures, and in case of deficiencies in preparation for braking, the train automatically stops, the release of the track section behind the tail of the train is controlled as rail chains and taking into account the signal coming through the GLONASS channel, as well as taking into account the train length lengthening by 4% due to the design of the automatic coupler, control of the occupation of the track section in front of the head of the moving train is also carried out according to the state of the rail chains and taking into account the signal coming through GLONASS channel, about the coordinate of the locomotive’s location for 30 s, if the signal about occupying a track section along the GLONASS channel is not received, then they still fix the occupation of the forward section of the track, which eliminates untimely fixation of the section’s occupation and, as a result, untimely stop of the train.

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